Antilock Brakes Key To Driving Bronco Ii

For 1987, Ford adds a 4x2 model to its compact Bronco II utility vehicle lineup, makes antilock rear brakes standard on the 4x2 and the regular four-wheel-drive 4x4 model and replaces all zincrometal panels with more rust resistant galvanized steel.

The 4x2 was brought out for those who like everything about a utility vehicle except the poor fuel economy in a 4x4 on open and dry roads. And it starts at about $700 less than the 4x4.

We test drove the 4x4, which is a part-time unit. Two buttons in the roof headliner allow you to switch into full-time four-wheel-drive or low-gear four-wheel-drive when the snows are up to the door handles (which is why you`ll appreciate the galvanized steel in five years).

With new gas-pressurized shock absorbers, Ford has taken some of the adventure out of driving a four wheeler. Rather than bounce and jostle down the road, the shocks give the Bronco II almost car-like smoothness.

But it`s the antilock brakes that we appreciated the most. On dry and rain-covered roads alike, the brakes provided sure, accurate stopping. Though zero-to-60 mile an hour is an accepted measure of performance, there are times when 60-to-zero is needed far more.

The system controls rear brake line pressure to prevent rear wheel lock-up. That enables the driver to maintain control in most braking situations. It operates on 4x2 models at all times, on 4x4 models when in the two-wheel-drive mode.

The compact (94-inch wheelbase) Bronco II is powered by a fuel-injected 2.9-liter V-6 that`s peppy but fairly quiet, though it was teamed with optional automatic transmission in our test vehicle.

When the expressways are dotted with snowplows, we like to have a Bronco II in hand; but there are some annoyances we wish Ford would correct to make Bronco II more pleasurable on dry roads. The main objection is the high center of gravity, which allows off-roading and four-wheel-drive capability in deep snow.

Sure, it means you sit high and see down the road. But it also means the vehicle feels top-heavy in corners and turns. Then, too, you don`t feel absolute handling stability at higher speeds in the short wheelbase unit.

Typically the uneasiness is compounded by power steering (standard) and oversized tires.

``Ford is looking at a four-door Bronco II,`` Stajich said. ``It`s on the horizon and coming shortly.``

In back, the vehicle`s seats fold but not flat, obstructing more carrying capacity.

``We are aware of that and we`re working on coming up with a flatter floor,`` he said.

The optional outside rear mounted spare tire holder sometimes creates a blind spot in back, but Stajich said 80 percent of Bronco II buyers would rather put up with that than the inside mini-spare that robs cargo room.

Finally, what about a cup holder, the 4x4 driver`s answer to the old St. Christopher statue?

``You can`t get one in Bronco II now but we`re considering it in our forward product planning by adding a center console that has cup holders for both front and rear seat passengers. But it won`t be this year,`` Stajich said.

The Bronco II 4x2 starts at $12,107 and comes with automatic only. The 4x4 starts at $12,798 with 5-speed manual as standard; automatic is $735 more. Standard equipment includes power brakes and steering and a 23-gallon fuel tank.

`87 CHEVY SPRINT TURBO

The Chevrolet Sprint is the eventual successor to the Chevette as the automaker`s lowest-priced, highest-mileage car. Because Chevy may stop building Chevette in December, Sprint doesn`t have long to wait to take over. Sprint is a welcome replacement, but then the Chevette had grown so old that a quick return of the Vega would have been better than suffering with the tiny, cramped, rear-wheel-drive Chevette.

But in fairness to the Sprint, built by Suzuki of Japan, we`ll stop comparing it to Chevette and let it stand on its own merits, which are considerable.

Sprint is offered as a front-wheel-drive two-door coupe and four-door sedan. We test drove the newest member of the line, the turbo coupe. Though built on an 88.4-inch wheelbase (92.3 sedan) and only 144.5 inches long overall (148.4 inches sedan) the car feels roomier than a Chevette, which is built on a 94.3-inch wheelbase and is 164.9 inches long.

The 1-liter, 3-cylinder carbureted engine in Sprint is lively enough for an economy car.